Centrifugally-regulated power-transmission system.



.W. MORRISON.

GENTEIPUGALLY REGULATBD POWER TRANSMISSION SYSTEM.

APPLICATION FILED SEPT.18,1913.

1, 1 26,060; Patented 5&1126, 1915.

3 SHEETS-SHEET 1.

1W. MORRISON.

OENTRIFUGALLY REGULATED POWER TRANSMISSION SYSTEM.

H "APPLICATION FILED SEPT.18.1913.

Patented 52111.26, 1915.

s SHEETS-SHEET 1.

gjwue'n-fo'c W any/1,111.0

Iii/Ill! .IIIII III 1 rill-0!! witneo'oeo W. mom som. ENTBIPUGALLY POWER TRANSMISSION SYSTEM. APPLICATION FILED SEPT. 18, 1913. 1 1263366 Patented Jap'.26, 1915.

3 SHEETS-SHEET 3.

UNITED STATES PATENT oration,

WILLIAM MORRISON, 0F DES MOINES, IOWA.

CENTRIFUGALLY-REG LATF D POWER-TRANSMISSION SYSTEM.

1 To all whom it may concern Be it known that 1., WILLIAM MORRISON, a citizen of the United States, residing at Des Moines, in the county'ofPolk and State of Iowa, have invented certain new and useful Improvements in Centrifugally-Regulated Power-Transmission Systems, of which the following is a specification.

My invention relates to a power-transmission system, capable of general application, but principally designed and applied to automobiles driven byvariable speed gas-engines, in which system the power is transmitted from the gas-engine to the driven shaft through a dynamo-electric machine acting as a clutch, in such manner that but a small fraction of the power developed by the gas-engine is utilized in the clutch, the balance of the power being transmitted directly through the driven shaft.

My invention further provides a system in'which the speed regulation of the automobile is effected, as in any ordinary gasengine-driven automobile, by varying the speed of the engine, the dynamo acting in the main simply as an electromagnetic clutch, and generating only enough current, under normal running conditions, to produce the requisite clutching effect. I

The requisite clutching eflect is that which will couple the engine shaft to the driven shaft by a magnetic pull suflicient to enable the operation of the automobile under all normal speed conditions and under ordinary'road conditions, but is not so great as to prevent a small speed variation between the driving and driven shafts under abnormal conditions. normal running conditions all the effectiveness of a mechanical clutch, but is none the less capable of yielding to a limited degree when there are sudden increases in the load, such as occur momentarily during the starting and changing speeds or when the automobile strikes an obstacle or is otherwise suddenly retarded. The element of my new dynamo-electric clutch are therefore designed to produce this requisite clutching ell ect, the current necessary to magnetize the rctary'ficld magnet and rotary armature to the extent required being generated at the Thus the clutch has under Specification of Letters Patent. Patented J an, 28, 1915. Application filed September 1a, 1913. Serial No. 790,538.

outset in the'armature at a comparatively very small number of slip revolutions, the energy thus consumed in the clutch being, therefore, but a very small fraction of that developed by the gas-engine, all the remainmg energy developed by.the engine at speeds above that required for generating the clutching current being available for load driving purposes.

My invention further relates to the combination with a dynamo-electric clutch of this kind, of a storage battery whose current is utilized for operating the dynamo as a motor to start the gas-engine, for operating incandescent lamps, sparking-coils, etc. For reasons which will later appear, it is highly desirable that during the operation of the dynamo as a clutching generator, this battery, which for starting purposes should be capable of furnishing a relatively high.

voltage should have its cells or sets of cells arranged as far as possible in parallel to receive and deliver current at the lowest possible voltage. This voltage must correspond to the voltage of the incandescent lamps used for lighting, and may be, for example, from 2 to 8 volts. The armature of the dynamo is therefore wound with a large number of turns in such manner that, with a small number of slip revolutions, it will generate current at a voltage substantially equal to that of the fully charged batteries when connected in the predetermined multiple relation.

The field coils are so wound that at the voltage described there will be provided a sufiicient number of ampereturns to provide a powerful magnetic field, the of wire 011 both armature and field being properly proportioned to safely carry the current. In practice ithas been found best to use a multipolar dynamo-electric machine, both eight-pole and twelve-pole machines having been constructed and found to be eiiicient.

The invention of this application particularly relates to an improvement on or addition to the power-transmission system of my prior application No. 784,458, filed August 12, 1913, and has for its object to utilize the centrifugal force produced by the rapid rotation of the rotors to assist to the desired gears 80, to the driving gear of theautomopressure and resulting friction due to the 95 bile. Secured to the shaft A is the openpower of the springs and the centrifugal fended drum O, which may be of cast steel, force, is, in the aggregate, suiiic'ient to ashaving secured to its inner face the field sist in keeping the rotors running together '35 magnet poles D, eight in number being indimore closely than if this pressure were abcated, although any other suitable number sent. By properlyadjusting the weights of a may be used. Secured to or forming part the brushes and lever arms and properly ad of the shaft A is a stub-shaft E, on Which justing the compression of the springs, the is mounted, in ball-bearings, the armatureF. relative difference of speed or F slip be To the flange G on the armature hub is setween the rotors may be additionally concured, by any suitable means, the end of the trolled in the manner hereinafter described. 105 automobile driving shaft B.- For conven-fWVires V and W conduct current from the ience of illustration, the armature has been brushes to the terminals V and W mounted shown with Gramme-ring windings H, on their respective rings, each ring, in this though I may use a drum armature with particular case, carrying four brushes.

the coils wound in slots of a laminated ring. These brush-carrying rings are connected to 110 The commutator ring J is carried on a series the proper colt ting rings (to be referred of arms K bolted to the body of the arma to later) the back. of the drum 0. The ture. The commutator bars L are clamped right-hand and 6f the drum is closed by a into the ring and insulated therefrom in removable cover U, 'referably'made in two any desired manner. Each bar L has an inparts so as to be rea ily disengaged. Mount- 115 wardlyprojecting lug M to which the wires ed on the back or closed end of the drum is from the armature coils are connected. This a series of collector rings 1, 2, 3, 4, insulated commutator, it will be noted, has its brushfrom the drum by a layer 5 of insulating bearing surface on the inside, instead of the material. A series of brushes 6, 7, 8, 9 (only outside. This is advantageous, since the one being fully illustrated) is supported oh 120 brushes carried on the rotating field-drum a fixed part 10 of the frame of the automoare forced outwardly by the centrifugal bile. From the brushes 6,: 7, 8, 9. wires ll. force and thereby held in firm contact with 12, 13, 14: lead to two separately 0;. arat :i

the commutator bars. The brushes are carcontrollers 90, 91, the connections being diaried on tworings, N and O, bolted to the grammatically shown in Fig. 3. The bacli 125 inner ends of the arms P secured to the end of the drum is covered by a casing (not drum 0. These'rings are insulated from shown). the arms P and from each other, and each 90 is the engine-starting 'czztroller and 91 h f i extent the electromagnetic clutching action; either by so arranging the brushes and their cooperating moving parts, that the centrifugal force causes them to press against the commutator, or by providing the rotors with interacting Icentrifugally operated slidingclutch devices, independent of the current collecting mechanism. 1

The construction and operation of a system embodying the invention will be apparent from the accompanying specification and drawings, in which- Figure l is a sideview, partly in elevation and partly in section; Fig. 2 is a viewlook ing from left to right in Fig. 1, portions being broken away to show details of con-' struction; Figs. 3, 4: and 5 are circuit dia grams, for clearness, only connections for a four-pole machine being shown; Fig. 6 1s a schematic representation of my invention as applied to an automobile; Figs. 7 and 8 show the'relative positions of the controller drums Fig- 9 is & Vertical Section gbcilone, against the inside of the commutator,

a modified form of dynamo-electric clutch having a separate centrifugally operated :sfiliding clutch; and Fig. 10 is an elevation of i 9. l ieferring to Fig. 1., A is theengine shaft and B the driven shaft, connected as shown in Fig. 6, through the usual speed-changing carries, in the particular machine shown, a series of four brushes Q, R I

As shown in Fig. 2, the brushes Q, R are pressed outwardly, by spring-pressed lever arms S, T, against the inner face of the commutator J. The arms S, T are pivotally mounted on the brush-carrying rings 0, N, and each of these arms has secured to or formed as a part of it, a notchedring 20. Around the pivot of each, arm is wound a wire spring with oneend 21, seated in one of the notches in the ring 2O, and the other end 22 held in a clip or lug 23 secured to the carrying ring. It will be evident that by locating the end 21 of the spring in one or the other of the notches that the pressure of the springs on arms S, T'o'n the brushes can be increased or diminished. The centrifugal force due to rotation tends to throw the arms S, T and the brushes Q, R outward and the brushes are therefore forced more strongly than by the force of the springs the increased friction tending to keep the two rotors in closer clutching relation, or, in other words, to diminish theslip. The brushes, which may be of carbon, slide readily over the commutator, but as there are a number of these brushes, for example 8 when the dynamo is an eight-polemachine, the i that used in the running position or that in which the dynamo is used as a clutch.

As shown, the field coils F to F 8 are connected ina series-multiple arrangement, those connections which remain fixed being made within the drum C, and the ends of the groups being connected to the rings 1, 2, 3 and 4. Obviously, groupings of the fieldcoils other than those shown might be made.

The batteries are shown as comprising four units 13, B B B, each of which may consist either of a single cell or a group of cells in series. Obviously, this particular number of units may be varied as varying conditions may demand. 'The controller 91 consists of a drum of insulating material on the surface of which are arranged a number of longitudinal sets of separated contact blocks 7'', f. As shown in Fig. 8, six sets may be used. Located to engage these contact blocks are a series of brushes 3), 22, connected, as shown. to the positive and negative ends of the battery units, and a second set of brushes 6, e 6 e are connected to the conductors 11,12, 13, 14. The blocks of each set are electrically connected, as shown in dotted lines, and the blocks f are similarly connected. As shown in Fig. 3, the circuits are closed to establish the relations shown in Fig. 5. The connections may be traced (Fig. 3) as follows: from armature brush 6 to junction 1, coils F F F, F to junction 2, wire 12, brush and its block 7 through the controller connection to a lower block 7, brush 6 wire 14-, junction 4, the

armature brush b At the same time, a circuit' has been closed from junction 1, wire 11, brush e and a block f, through controllerconnections to a lower block f, brush 6 wire 13, junction 3, coils F, F and F, F, to junction 4. The battery units are also connected in multiple, and in shunt to the armature, their positive ends being connected together, through brushes 39, blocks f and controller connections, wire 11, junction 1 and brush 6, while their negative ends are similarly, through brushes 1 blocks f and controller connections, connected together and to wire 14, junction '4 and brush 6 The arrangement of circuits thus produced is diagrammatically shown in Fig. 5.

The particular arrangement of circuit- -controllers described is not essential to my invention, as any other form by which the circuits'rnay be connected in the manner described,'may be used.

The controller 90 consists of a drum of insulating material on the surface of which is arranged a number of longitudinai sets of separated contact blocks 0 As shown in Fig. 7, six sets may be used. Located to engage these contact blocks is a series of brushes n connected to the positive and negative ends of the battery units; and another set of brushes m is connected to the conductors 12 and 13. The blocks c are each wide enough to engage the brushes m, m or n n As shown in Figs. 3 and 7, the engine-starting circuits are all open, none of the brushes being in engagement with the contact blocks. If, however, the drum is rotated one step, the brushes will rest on contact blocks and circuits will be closed to connect the batteries in series relation and the field coils in series relation. The arrangement of circuits thus produced is diagrammatically shown in Fig. 4:, with the iield coils connected in a seriesrelation, and all the battery units in series. So connected, the battery is delivering current to the armature of the dynamo to operate it as an enginestarting motor, while in the arrangement shown in Figs. 3 and 5, the paralleled batteries are connected to the armature to oppose the flow of current therefrom. It will be noted that the batteries and field coils are arranged in shunt to the armature, so that whether the dynamo-electric machine is acting as a generator or a motor, the direction of rotation opt-the rotating field is" the same.

The controller drums may be operated by an escapement controller mechanism, which is described in my application, Serial No. 742,277, filed January 15, 1913. It will be sufiicient for the purposes of this application to state that by downward pressure of the foot the controller-drum is rotated one step to close its circuits, and upon release of the pressure is given an additional step to open its circuits. The controllers may, of course, be operated by hand, or by any suitable mechanism.

As shown in Fig. 6, the controllers 90, 91 are operated by the foot-pedals 100, 101,

pivoted on the frame of the machine and having connecting rods 102, 103. Retracting springs 104 and 105 are attached to the pedals in any suitable manner. Figs. 7 and 8 show the respective positions of the controller drums, one with circuits open when the circuits of the other are closed.

The operation of the system is asfollows: The engine is started by causing the controller 90 to connect the field circuits across the middle block 0, and, at the same time, the battery is coupled in series by the Wires leading to the brushes n, n, as above described. The maximum voltage of the battery is therefore delivering current to the system, coupled as shown in Fig. 4, the dynamo-electric machine acting as ashuntwound motor. As the automobile is at rest, preferably with the brakes applied, the ar- ,mature connected to its driving shaft is held against rotation and the field-magnet rapidly rotates. The engine shaft is thereby also rotated and the engine started. The

wound with as many turns as practicable of wire of the proper current-carrying size, so that the necessary E. M. F. may be generated with the fewest practicable number of slip-revolutions; the field being as strong as practicable, or fully saturated. The field is wound with a suflicient length and size of wire to take, if necessary, the entire quantity of current generated by the armature to produce the required powerful clutchingeifect; and the field coils are wound with such resistances as, when in shunt with the batteries, to take their required famount of current, so that the fields and batteries will each get their proper proportion. The cells of the battery are, in the running position, arranged in parallel, in shunt with the fields, and this parallel arrangement is preferably the very lowest possible, i. 6., with all the cells in parallel, as the slip needed to generate a voltage suificient to overcome the two and one-half volts E. M. F. of one lead storage cell, will then be reduced to the very smallest amount. In practice, it may be necessary to wind the armature for a higher voltage, say, that of two or three cells in series when lamps requiring a higher voltage are used, so that these lamps can be used while the machine is in operation; but the smallest parallel is much preferred, since the energy consumed in clutching is much less, as the relative difierence of speed between the rotors may be less, and fewer revolutions of the engine are required to overcome the resistance of the low voltage cells. This method of connecting the cells in parallel is of further advantage in that when starting the automobile from rest with the engine still running, there is for a few seconds a largerquantity of current flowing from the electric clutch, and the batteries thus connected can take this excess current without danger of injury. I have manufactured these clutching generators of the shunt, compound, and series types, but the shunt machine has the great advantage that there is no danger of reversal of the batteries, and no complicated regulating devices are required, which are hard to avoid in' series machines. Moreover, in the shunt machine it is not necessary to generate the extra voltage to overcome the-resistance of the battery and the resistance of the field in series, as is the case with the compound or series machine, and the two moving parts can run in much closer clutching relation and with much greater efliciency.

It is necessary to use a considerable number of cells in parallel when charging, since their combined voltage when connected in series is necessary to start the engine. As the clutch is wound to generate its clutching voltage at the fewest revolutions practicable, these few revolutions, when the dynamo acts as an engine-starting motor, would not be suilicient properly to start the gas engine; and it is therefore necessary to use the batteries in series,.when the dynamo is used as a motor, to develop sufiicient power properly to start the engine.

The voltage generated by the electric clutch when acting as a generator is practically constant at any speed of the gas engine or automobile. By reason of the low resistance of the battery cells, a slight variation of the voltage can cause a considerable variation of current flow through the battery cells and somewhat of a variation in the fields. Since the fields are shunt wound, and in fixed shunt relation with the armature and battery, and the armature runs in the same direction as av dynamo or motor, it permits the battery to drop in and act as a l 'ake whenever the slip drops below the generating point, acting just as it does when starting the engine. If while the automobile is running the batteries are thrown in in series, as in the engine starting position, instead of in parallel as in the running position, a greater braking effect is produced, as under these conditions the battery tends to run the car backward and the engine forward, the clutch itself thus acting as an emergency brake.

In theoperation of an automobile provided with the dynamo-electric clutch above described, there are thus four forces tending to effect the relative rate of revolution of the rotors, to wit:( 1) the drag of the load tending to increase the slip: (2) the magnetic pull tending to decrease the slip:

(3) the frictional pull resulting from com trifugal and spring force, tending also to decrease the slip; and. when a storage battery is used, (4) the power of the battery tending, when the voltage generated by the armature is less than that of the battery, to increase the slip, by trying to drive the two rotors in opposite directions to cause the englue to speed up and the load to slow down, this action being like that which occurs in starting the engine. I have found that a proper adjustment of the weight of the brushes and moving parts associated therewith, or a proper adjustment of the pressure of the springs, or a combination of both features, enables such a balance between these sets of opposing forces to be obtained that at a predetermined (fixed) rate of speed on an unobstructed roadway or any fixed rate of speed above the predetermined fixed rate of speed of the automobile, any tendency to increase the slip at such higher speeds is compensated and the voltage at the brushes of the armature will be maintained substantially the same as that of the battery and in voltage, so that there will be no flow of ourrent into the battery, except during the short time of increasing the speed and thus no danger of overcharging. The battery, though still connected in the system, is thus practically receiving no current. For example, if the predetermined speed at which the battery shall receive practically no current is twenty miles an hour, the parts are flowing through the batteries.

so adjusted that at that speed, the frictional pull assists the magnetic pull between the two rotors to keep the 'slip at such an amount that the clutching current is generated at a voltage-practically the same as that of the battery. If new the speed of the automobile be increased for example from twenty'to twenty-live miles per hour, the drag of the machine will momentarily during this increase of speed increase the slip between the rotors, thus causing additional current to be generated to flow into the battery. As soon the twenty-five mile speed is reached and maintained the increased centrifugal pressure, due to the increased speed, assisting the magnetic pull between the rotors, will again bring the slip to practically the same as that when running twenty miles per hour and practically no current will be When the speed of the automobile is diminished from this higher speed, there is a momentary tendency for the slip to diminish, which would then result in lowering the voltage at the brushes below that ofthe battery, and in consequence permita flow ofcurrent from the battery; but this tendency is again corrected, because since the dynamo-electric clutch is shunt wound, the battery would immediately sendcurrent over the armature in a reverse direction and cause an opposing reaction between the rotors tending to again increase the slip and thus maintain the slip at the normal point with the'battery still connected but with practically no current.

flowing through it. In practice, it has been found that these actions and reactions so completely maintain the clutching action of the two rotors, that the battery is practically receiving no current above the predetermined speed point, except during the short time of increasing the speed, and there is no overcharging of the battery. It will be further apparent that this, centrifugal action may be utilized to assist the magnetic clutching eflect between the rotors of the dynamoelectric clutch, even in the absence of the battery from the, system. These results are preferably obtained byutilizing only those parts, such as the brushes and lever arms, already present in the dynamo-electric machine. I may, however, if desirechuse a centrifugally-op rated sliding clutch, en-

tirely 'independ tlof .the commutator, in,

which case any suitable form of commutator other than that shown, may be usad';. -rn this modified construction, a friction ring is secured to or formed as apart of one of the rotors and cooperating centrifugally-operated sliding members are arranged to engage the inner surface of this friction ring. Such a construction is shown in Figs. 9 and 10 of the drawings, in which the dynamoelectric clutch is, for convenience of illustration, schematically shown. Referring to these Figs. 9 and 10, A is the engine shaft to which is secured the casing C, carrying the field magnets D. Thearmature F is secured to the driven shaft B. J is the commutator, secured to the armature and having the commutator bars L, on which bear the brushes R, R, carried by brushholders secured to the drum C. S are springs for holding the brushes against the commutator. No circuit connections are shown, as these will be readily understood from the previous more detailed description of the dynamo-electric clutch.

As shown in Fig. 9, the casing Cf is laterally extended, and, arranged to bear against the inner surface of the extended portion, are a series of weightedpressure blocks 32, adjustably and removably secured to arms 31, which are pivoted to the ring 30, secured to the shaft B. Springs 33 located between the heels of the arms 33 and the ring 30 normally prevent engagement of the blocks 32 with the casing, or the arms may be made of spring metal and arranged to normally hold the blocks away from the casing, while permitting them to engage upon the development of sufiicient centrifugal force. When the shaft rotates at sufficient speed, the weights are thrown outwardly by centrifugal force and rub with a sliding friction against the inner surface of the casing. By using pressure blocks of 1 proper weight, or adjusting the positions iii/the weights on the arms, the amount of friction developed by the rubbing of the pressure blocks against the inner surface of the casing can be regulated to the desiredllu degree. Obviously this system is alsoapplicable when a storage battery is used, the operation then being the same as that above described. when the brushes and their cooperating parts are used to form the sliding 11 member of the clutch. Itiis further apparent that if, while the automobile is running above the predetermined rate of speed, as for example down-hill, the controller 91 be operated to break the electrical connections, 1 0

there will be'no magnetic pull-between the rotors, which will then be mechanically connected only by the frictional engagement of the centrifugally-acting devices. The engine, if the gas be cated, is now, instead 1 of driving the maehine, being driven, against its compression, by the momentum of the machine, and thus automatically acts regulating devices.

as a brake. A further advantage of my invention is that it permits the charging of the batteries without the aid of the usual Moreover, the flexibility of the clutch, as compared with the rigidity of a mechanical clutcln-diminishes the cost of operation in that the engine operates without jar or strain, especially in starting or changing speed, and at the same time and for a like reason, the wear of the tires is diminished.

My invention permits the utilization of the whole power of the gas-engine through its whole range of speeds, in driving the load shaft, through or otherwise, e3- ccp't for the loss of the small fraction of the whole power lost in the clutch.

\Vhile I have" shown the rotating field magnet connected to the gas-engine shaft, and the rotating armature to the driven shaft, this arrangement may be reversed.

I claim 1.. In combination, a variable speed prime mover, a. driving shaft connected thereto, a. driven load-shaft and a dynamo-electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, said clutch constructed and arranged to generate an amount of current sufficient to effect a clutching action between said shafts, the balance of engine 7OW61 being transmitted through said clutch to said driven shaft, one of the said rotors having movably connected thereto parts adapted to be actuated by centrifugal forc and the other rotor having a member with which said parts are adapted slidingly to engage, said parts being so proportioned that the centrifugally produced friction between said parts and member when in engagement assists the magnetic clutching action and helps compensate tendency to increased slip at high speed.

2. In combination, a variable speed prime mover, a driving shaft connected thereto, a driven load shaft and a dynamo-electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, said clutch constructed and arranged to generate an amount of current sufficient to effect a clutching action between said shafts, the balance of engine power being transmitted through said clutch to said driven shaft, one of said rotors having movably connected thereto parts adapted to be actuated by centrifugal force, and the other rotor having a member with which said parts are adapted slidingly to engage, said parts being so proportioned that the centrifugally produced friction be-- tween said parts and member when in engagement assists the magnetic clutching action and helps compensate'any tendency to increased slip at high speed, and adjustable means for regulating-the friction between said parts and member.

3. In combination, avariable speed prime mover, a driving shaft connected thereto, a driven load-shaft and a dynamo-electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, said clutch constructed and arranged to generate an amountof current sufficient to effect a clutching action between said shafts, the balance of engine power being transmitted through said clutch to said driven shaft. a commutator carried by one of said rotors, current collecting devices a dapted to be actuated by centrifugal force, movably mounted on the other rotor and en gaging said commutator. the current collecting devices being so adjusted that the centrifugally produced pressure between the current collecting devices and the commutator will assist-to the desired'extent the magnetic clutching action.

4. In combination, a variable speed prime mover, a driving shaftconnected thereto, a driven load-shaft and a dynamo electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, said clutch constructed and arranged to generate an amount of current sufiicient to effect a clutching action between said shafts, the balance of engine power being transmitted through said clutch to said driven shaft, a commutator carried by one of said rotors, current collecting devices adapted to be actuated by centrifugal force, mo'vably mounted on the other rotor and engaging said commutator, the current collecting devices being so proportioned that the centrifugally produced pressure between the current collecting devices and the commutator will assist to the desired extent the magnetic clutching action.

5. In combination, a variable speed prime mover, a driving shaft connected thereto, a driven load-shaft and a dynamo-electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft. said clutch constructed and arranged to generate an amount of current sufiicient to effect a clutching action between said shafts. the balance of engine power being transmitted through said clutch to said driven shaft, a commutator carried by one of said rotors, current collecting devices adapted to be actuated by centrifugal force,

rent collecting devices and the commutator shaft, said clutch constructed and arranged to generate an amount of current suilicient to effect aclutching action between said shafts, the balance of engine power bein transmitted through said clutch to said drivenshaft, a commutator carried by one of. said rotors, current collecting devices,

adapted to be actuated by centrifugal force,

movably mounted on the other rotor and engaging said commutator, springs for holdmg said current collecting devices against the commutator and means for adjusting the compression of the springs, the current collecting devices and spring pressure being so adjusted that the combined effect of the spring pressure and the centrifugally produced pressure will assist to the desired extent the magnetic clutching action.

7. In combination, a variable speed prime mover, a driving shaft connected thereto, a driven load-shaft and a dynamo electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven sh aft a storage battery having its respective res connected to like poles of the armature, said clutch constructed and arranged to generate an amount of current 'siiliicient to efiect a clutching action between said shafts, the balance of engine power being transmitted through said clutch to said driven shaft, one of said rotors having movably connected thereto parts adapted to be actuated by centrifugal force, and the other rotor having a member with which said parts are adapted slidingly to engage, said parts being so proportipned that the centrifugally produced friction between said parts and member when in engagement assists the magnetic clutching action and helps compensate any tendency to increased slip at high speed.

8. In combination, a variablespeed prime mover, a driving shaft connected thereto, a 3 driven load-slfiaft and a dynamo-electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, :a storage battery havingits respective poles connected to like poles of the ar-.

mature, said. clutch constructed and arranged to generate an amount of current sufic bnt to efiect a clutching action between msaoeo said shafts, the balance of engine power being transmitted through said clutch to said driven shaft, one of said rotors having movably connected thereto parts adapted to be actuated by centrifugal force, and the other rotor having a member with which said parts are adapted slidingly to engage, said partsdieing so proportioned that the centrifugally produced friction between said parts ,and member when in engagement asthe magnetic clutching action and helps compensate any tendency to increase slip at high speed, and adjustable means for regulating the: friction between said parts and member.

9. In combination, a variable speed prime mover, a driving shaft connected thereto, a driven load-shaft and a dynamo-electric generating clutch whereof the rotatable field androtatable armature are connected one to said driving shaft and one to saiddriven shaft, a storage battery having its respecmature, said clutch constructed and arranged to generate an amount of current sufii cient to effect a clutching action between said shafts, and to charge the storage battery, the balance of engine power being transmitted through said clutch to said driven shaft, one of said rotors, having movably connected thereto parts adapted to be actuated by centrifugal force, and the other rotor having a member with which said parts are adapted slidingly to engage, said parts being so proportioned that the centrifugally produced friction between said parts and member when in'engagement assists the magnetic clutching action and helps compensate any tendency to increased sli at high speed.

10. In combination, a variable speed prime mover, a driving shaft connected thereto, a driven load-shaft and a dynamoelectric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, a storage battery having its respective poles connected to like poles of the armature, said clutchconstructedand arranged to generate an amount of current suflicient to effect a clutching action between said shafts, and to charge the storage battery, the balance of engine power being transmitted through said clutch to said parts and member when in engagement as-' sists the magnetic clutching action and helps ccmpensete any tendency to increased slip tire poles connected to like poles of the ar',

driven shaft One of Said rotors having mov-i. 7

at high speed, and adjustable means for regulatirg friction between said parts and member.

11. in combination, a variable speed prime mover, -a driving shaft connected thereto, a driven load-shaft and a dynamo electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one'to said driven shaft, a storage battery'having its respective poles connected to like poles of the armature, said clutch constructed and arranged to generate an amount of current suflicient effect a clutchingv action be tween said shafts, thebalance of"engine power being transmitted through said clutch to said driven shaft, a commutator carried by one of said rotors, current 'c'ollectina devices adapted to be actuated. by centrifugal force, naovabl mounted on the other rotor and engaging said commutator, the current collecting devices being so adjusted that the centrifugally produced pres sure between the current collecting devices and the commutator will assist to the desired extent the magnetic clutching action.

12. in combination, a variable speed prime mover, a driving shaft connected thereto, a driven load-shaft and dynamo-electric gen erating clutch whereol the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, a storage battery having its respective poles connected to like poles of the ar-' mature, said clutch constructed and arranged to generate an amount of current sufiicient to eifect a clutching action between saiu shafts, and to charge the storage battery, the balance of engine power being transmitted through said clutch to said driven shaft, a commutator carried by one of said rotors, current collecting devices adapted to be actuated by centrifugal force, mova" ly' mounted on the other rotor and ensaid com autatonthecurrent collecting devices being so adjusted the centrifugallv produced pressure between the current collecting devices and the commute tor will assist to the desired extent the magnetic clutching action.

13. In combination, a variable speed prime mover, a driving shaft connected thereto, a driven load-shaft and a dynamoelectric generating clutch whereof the rotata his field and rotatable armature are connected one to said driving shaft and one to said driven shaft, a storage battery having carried by one of said rotors, current collecting devices adapted to be actuated by centrifugal force movably mounted on the other rotor and engaging said commutator, item-lees: collecting devices being so adjusted that the centrifugally produced pressurebetweeii thecurrent collecting devices 'andfihecommutator will assist to the desiredextent the magnetic clutching action,

and adjustable means for regulating the friction between said commutator and our- I. v i

rentcollecting device's. 1%. in" combination, a variable speed prime inoverfa -driving shaft connected theretofadriven ldadshaft and a dynamoelectric generating clutch whereof the rotatablefielc'l' and rotatable armature arescmne'ct'ed one to said driving shaft and one to said driven shaft, a storage battery having 7 its respective poles connected to like poles of the armature, said clutch constructed and arranged to generate an amount of current sufiicient to effect a clutching action between the shafts. and to charge-the storage bat tery, the balance of engine power being transmitted through said clutch to said driven shaft, acominutator carried by one of said rotors, current collecting devices adapted to be actuated by centrifugal force movably mounted on the other rotor and engaging said commutator, the current col looting devices being soadjusted that the centnifugall produced pressure between the current collecting devices and the commutater will assist to the desired extent the magnetic clutching action, and adjustable means for regulating the friction between said commutator and current collecting devices.

15. in combination, a variable speed prime mover, a driving shaft. connected thereto, a driven load-shaft and a dynamo-' electric generating clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, :1 storage batter having its respective poles connected to like poles of the armature, said clutch constructed and arranged to generate ananiount of current sufficient to effect a clutching action between said shafts, the balance of engine power being transmitted through, said clutch to said driven shaft, a commutator carried by one of said rotors, current 001- lecting devices, adapted to be actuated by centrifugal force,'movably mounted on the other'rotor and engaging said commutator, springs for holding'said current collecting devices against the commutator and means for adjusting the compression of the springs, the current collecting devices and spring pressure being so adjusted that the combined sheet of the spring pressure and the centrifugally produced pressure will clutching ac ion.

s isiz $0 jzhe asizr-ed exmnt ifiQAn aummobile havixg variable isped gas engine and means for sommilimz v admission efgas thereia & driving shad connected t0 the engima, a driven ioai'simfi and a dynamo-sleetrimciuteh Wheresf rqtatabls field and romiable armaiura.

cenrifugal fmca and flue @35 6? mm? mm ing so pmgwxfiaimimi ihat'auafig predetermined speed at ramming :ihe parts anal member W53} be bzfqgzgigt 7mm friczienai engagement,

whrg'aby whm 3k gas is cub off and the ture in pressnce 0% two Witnesses.

Wiuineasas: Jim R. Smiling C. Flew fiommissidmr o f yatemz, 

